FR3006730A1 - Damper with hydraulic damping at the end of the race - Google Patents

Damper with hydraulic damping at the end of the race Download PDF

Info

Publication number
FR3006730A1
FR3006730A1 FR1355194A FR1355194A FR3006730A1 FR 3006730 A1 FR3006730 A1 FR 3006730A1 FR 1355194 A FR1355194 A FR 1355194A FR 1355194 A FR1355194 A FR 1355194A FR 3006730 A1 FR3006730 A1 FR 3006730A1
Authority
FR
France
Prior art keywords
piston
rod
valve
indexed
hydraulic damper
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
FR1355194A
Other languages
French (fr)
Other versions
FR3006730B1 (en
Inventor
Jean Marc Allegre
Christophe Monteil
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
PSA Automobiles SA
Original Assignee
Peugeot Citroen Automobiles SA
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Peugeot Citroen Automobiles SA filed Critical Peugeot Citroen Automobiles SA
Priority to FR1355194A priority Critical patent/FR3006730B1/en
Publication of FR3006730A1 publication Critical patent/FR3006730A1/en
Application granted granted Critical
Publication of FR3006730B1 publication Critical patent/FR3006730B1/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16FSPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F9/00Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium
    • F16F9/32Details
    • F16F9/48Arrangements for providing different damping effects at different parts of the stroke
    • F16F9/49Stops limiting fluid passage, e.g. hydraulic stops or elastomeric elements inside the cylinder which contribute to changes in fluid damping
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16FSPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F2230/00Purpose; Design features
    • F16F2230/0052Physically guiding or influencing

Abstract

The invention relates to a hydraulic damper (2), in particular for a motor vehicle suspension, comprising: a cylindrical casing (4) containing a fluid, a piston (6) slidably mounted in the cylindrical casing (4) and comprising at least one orifice (12) for the fluid, a hollow rod (8) connected to the piston (6). The damper (2) also comprises end-of-stroke damping means which comprise a rotary valve (14) in contact with the piston (6) and able to modulate the passage section of the or at least one of its orifices (12), and an indexed rod (10) slidably mounted in the hollow rod (8) and extending out of the hollow rod, so as to be in contact with a bottom wall (22) of the cylindrical shell (4), the indexed rod (10) being indexed in rotation with the hollow rod (8) and the valve (14).

Description

The invention relates to the field of hydraulic dampers, more particularly to hydraulic suspension dampers of a motor vehicle. BACKGROUND OF THE INVENTION The invention relates to the damping at the end of the race of such dampers.
A damper in the automotive field provides a number of functions, including the cash register, the behavior of the vehicle and ensure a good level of comfort to the occupants of the vehicle. The thrust and trigger stops are used to limit the wheel stroke. Commonly, these stops generate a level of effort depending on the position of the damper. The more one enters the stop, the greater the effort generated by the stop is important. In order to limit the forces entering the box, it is possible to use hydraulic stops which generate damping forces which are functions of the position and the speed of displacement of the damper rod. Patent document published FR 2 902 850 A1 discloses a hydraulic abutment device for shock absorber, such as a suspension damper of a motor vehicle. The abutment device essentially comprises a piston connected to a rod and sealingly slidable in a cylinder. This comprises a closed bottom and a series of orifices in its side wall, so that the piston, as it moves in the cylinder towards the bottom thereof, moves along these orifices. During this movement, the piston will gradually limit the number of orifices used to evacuate the fluid repelled by the piston. The fluid is thus pushed back from the compression chamber via these orifices to a compensation chamber disposed around the cylinder. The damping of the movement will then intensify gradually. The device can also be adjustable from outside the damper. Indeed, the stop device may comprise a cylindrical wall enclosing the cylinder in which the piston slides. This wall comprises orifices corresponding essentially to those of the cylinder. It is rotatably mounted around the cylinder so that its angular position can be changed. The rotational displacement of this wall thus makes it possible to modulate the passage section of the orifices, and thus to modify the damping characteristic of the hydraulic abutment. This device is interesting in that it can be implemented directly at the main piston of a suspension damper. However, it requires complex and expensive arrangements; it is moreover quite bulky, in particular in the case of an independent abutment associated with a damper, that is to say where the piston of the hydraulic abutment is distinct from that of the damper.
The object of the invention is to provide a hydraulic abutment, particularly for a hydraulic damper, which overcomes at least one of the drawbacks of the above-mentioned state of the art. More particularly, the invention aims to provide a hydraulic damper with damping means at the end of stroke that are effective, compact and economical.
The subject of the invention is a hydraulic damper, in particular for a motor vehicle suspension, comprising: a cylindrical envelope containing a fluid; a piston slidably mounted in the cylindrical envelope and comprising at least one orifice for the fluid; a rod connected to the piston; damping means at the end of the sliding stroke of the piston in the cylindrical envelope; remarkable in that the damping means comprise a rotary valve in contact with the piston, adapted to modulate the passage section of the or at least one of the orifices of the piston; means for rotating the valve with respect to the piston as a function of the sliding position of the piston in the cylindrical envelope. The piston may comprise means for restricting the passage section of the orifices, distinct from the valve and designed to provide a damping function outside the end-of-stroke zone. The damping function at the end of the stroke can be in "attack", that is to say when the rod and the piston sink or enter the cylindrical envelope but also in "relaxation", that is to say that is, when the stem comes out of the cylindrical envelope. The means of rotation of the valve with respect to the piston as a function of the sliding position of the piston in the cylindrical envelope may take several forms. According to an advantageous embodiment of the invention, the rod is a hollow rod and the means of rotation of the valve relative to the piston comprise an indexed rod slidably mounted in the hollow rod and extending outside the hollow rod, so to be able to come into contact with a bottom wall of the cylindrical envelope, the indexed rod being indexed in rotation with the hollow rod and the valve. The bottom wall may be at each of the two ends of the cylindrical envelope, namely at a first end through which the hollow stem extends and at a second end opposite to the first.
According to an advantageous embodiment of the invention, the indexed rod is connected in rotation with the hollow rod and comprises on its outer surface at least one helical groove cooperating with the valve for its rotation as a function of the driving position of the stem indexed in the hollow stem. According to an advantageous embodiment of the invention, the indexed rod comprises a first portion slidably housed in the hollow rod and connected in rotation therewith and a second portion comprising the helical groove or grooves. According to an advantageous embodiment of the invention, the damping means comprise resilient biasing means capable of pulling out the indexed rod from the hollow rod when the hollow rod and the piston move away from the bottom wall of the envelope. cylindrical. According to an advantageous embodiment of the invention, the elastic return means comprise a compression spring housed in the hollow rod and exerting a force on the indexed rod. According to an advantageous embodiment of the invention, the valve is a disk provided with at least one orifice configured to be able to modulate the passage section of the or at least one of the orifices of the piston. According to an advantageous embodiment of the invention, the valve is linked in translation to the piston, the valve being preferably housed in a generally circular cavity of the piston. The valve may however be free to slide axially relative to the piston on a limited stroke. This allows the piston valve to detach during a reverse movement to that of the cushioned movement at the end of the stroke. According to an advantageous embodiment of the invention, the valve is disposed on the face of the piston which is directed towards the damped end position. The invention also relates to a motor vehicle comprising a structure, wheels and suspension means between the wheels and the structure, the suspension means comprising at least one hydraulic damper, remarkable in that the or the hydraulic dampers are in accordance to the invention. The measures of the invention are interesting in that they make it possible to achieve a hydraulic stop function in a damper, and this with a limited number of parts. Indeed, the hollow stem and the piston are in principle still part of a conventional damper. To achieve the hydraulic stop function according to the invention, it is then essentially necessary to provide a suitable section at the inner surface of the hollow rod, to slightly modify the piston and to provide the indexed rod and the valve. Other features and advantages of the present invention will be better understood with the help of the description and the drawings among which: FIG. 1 is a schematic perspective view of a damper according to the invention; - Figure 2 is a longitudinal sectional view of the piston and a portion of the rod of the damper of Figure 2; FIG. 3 is a perspective view of the lower face of the piston of the damper of FIGS. 1 and 2; FIG. 4 is a first view in transparency of the bottom of the shock absorber of FIGS. 1 to 3, at the beginning of the gradual end-of-stroke damping; FIG. 5 is a second view in transparency of the bottom of the damper of FIGS. 1 to 3, at the beginning of progressive damping zone at the end of the stroke; - Figure 6 is a bottom view of the piston and the rotary valve in an angular position where it reduces the passage section for the fluid; - Figure 7 is a sectional view of the piston and the rotary valve in an angular position where it reduces the passage section for the fluid. Figures 1 to 7 are different views illustrating an embodiment of the invention. FIG. 1 is a schematic view in transparency of a damper 2 essentially comprising a generally cylindrical casing 4, a piston 6 slidably mounted in the cylindrical casing 4 and a rod 8 connected to the piston 4. The piston 6 comprises an indexed rod 10 projecting from the rod 8 and directed towards the bottom 5 of the cylindrical envelope. The cylindrical envelope is filled with a fluid, preferably an incompressible fluid such as oil. The rod 8 is intended to be connected at its free end to a first element such as the structure of a vehicle and the cylindrical envelope 4 is intended to be mechanically connected to a second element such as the wheel hub of a vehicle . The displacements of the wheel with respect to the structure of the vehicle during its displacement modify the sizes of the two chambers delimited by the piston 6 in the cylindrical envelope 4. They thus force a displacement of the oil contained in the cylindrical envelope 4 to the other through holes (not shown in Figure 1) in the piston 6. It should be noted that the latter may comprise a stack of flexible valves cooperating with the orifices of the piston to ensure a desired amortization on the main work area of his race. Such measurements are well known per se to those skilled in the art and will therefore not be detailed. FIG. 2 is a sectional view of the piston of the damper of FIG. 1 and FIG. 3 is a view of the face of the piston oriented towards the indexed rod 10. It can be seen that the rod 8 connected to the piston is hollow and that the indexed rod 10 is slidably mounted inside the rod 8. It can also be observed that the piston comprises on its side facing the side of the indexed rod, a valve 14 of generally circular shape, in the manner of a disc. This valve 14 comprises a series 25 orifices 16 substantially corresponding to the orifices 12 of the piston, so as not to substantially modify their passage section when the valve is disposed with its orifices opposite the orifices 12 of the piston. The rod 10 is said indexed to the extent that its displacement relative to the rod 8 and the valve 14 will cause the rotation of the latter relative to the piston. In this case, the indexed rod 10 comprises a first portion sliding in the hollow rod 8 and connected in rotation therewith. To do this, the first portion 20 may have a non-circular outer surface, substantially corresponding to the outer surface of the hollow rod 8. For example, the first portion 20 of the indexed rod 10 and the inner surface of the rod hollow may have one or more grooves oriented in the axial direction, these grooves ensuring a rotational connection between the two rods while allowing their relative axial sliding. The indexed rod 10 comprises a second portion corresponding essentially to the remainder of the rod as illustrated in FIG. 2, this second portion comprising on its outer surface at least one helical groove 18. This groove cooperates with a lug (not visible) of the valve 14 so as to form a connection in rotation between the indexed rod 10 and the valve 14, this connection, however, allowing the rod 10 to slide relative to the valve 14. As will be detailed below, the pitch of the or helical grooves is very large. In other words, the angular variation of the groove 18 changes little with respect to the position its axial position along the rod 10. The reason is that the valve undergoes a small amplitude of rotation on the total stroke of the rod 10 By way of example, the angular travel of the valve may be between 1 ° and 20 °, preferably between 5 ° and 15 ° for an axial stroke of the rod of between 10 mm and 100 mm, preferably between 15 mm and 80 mm, more preferentially between 20mm and 70mm. It should be noted, however, that these values are examples of values, which may vary and deviate from the examples mentioned above, in particular according to the application in question. FIGS. 4 and 5 illustrate, in transparency, the lower part of the damper of the preceding figures, when the piston is moving closer to its end-of-travel position against the bottom 22 of the cylindrical envelope 4, at a position where begins the hydraulic damping of end of race. Indeed, the indexed rod 10 has come into contact with the bottom 22 of the cylindrical casing 4. In this position, the valve 14 in position where its orifices are opposite the orifices 12 of the piston 6 and generates no damping additional to that generated by the orifices 12 and the stacks of flexible claps (not shown). When the piston moves down further with respect to the position illustrated in FIGS. 4 and 5, the indexed rod 10 slides in the hollow rod 8 and causes the valve 14 to rotate relative to the piston 6. This situation is illustrated in FIGS. it can be observed that the orifices 16 of the valve 14 are offset relative to the orifices 12 of the piston and thus limit their equivalent section. The progressive throttling achieved by the displacement of the valve generates a significant pressure difference between the face of the valve which is in the compression chamber and its opposite face against the piston, the pressure on the face in the compression chamber being greater than that on the opposite side. As a result, the valve is naturally pressed against the piston in this damping phase at the end of the race. However, means can be provided to keep it in place. More particularly, the valve is housed in a recess-shaped cavity on the face of the piston directed towards the compression chamber. A circlip (not shown) housed in an internal groove of the cavity may, for example, ensure the maintenance of the valve 14 in this cavity. The movement of movement of the piston from its end position is thus hydraulically braked in a progressive manner. The orifices 16 of the valve and the configuration of the groove or grooves may be sized to ensure the desired damping characteristic. This can be very high at the end of the race, so as to avoid tailgating of the damper. During a detent movement, that is to say a relative movement between the piston and the cylindrical casing, which is opposite to the compression movement just described, a spring (not shown) disposed in the hollow rod and exerting an elastic force on the indexed rod 10 will gradually move said rod in an output direction thereof so as to move the valve 14 in rotation in opposite direction to a position where the end of the rod no longer touches the bottom of the cylindrical casing and the orifices 12 of the piston return to their initial section. The valve 14 may optionally be movable in translation over a reduced stroke, this stroke being able for example to correspond to a portion of the depth of the cavity of the piston in which the valve is housed. Such a measurement would then allow detachment of the valve 14 relative to the piston and thus a rapid increase in the passage section, which can correspond essentially to that of the orifices 12 of the piston 6.
It should be noted that the damping force of the hydraulic stop that has just been described is a function of the speed of movement of the piston relative to the cylindrical envelope. This means that the damping will be all the more important as the sliding speed is large and vice versa. In the context of a motor vehicle suspension damper, it may be useful to provide in addition to this hydraulic stop, an elastic mechanical stop, particularly for rolling situations where the sliding speed is low and the damper is in large settling pattern in steady state. This is particularly the case when the shock absorbers of the outer wheels of a vehicle traveling on a roundabout.

Claims (10)

  1. REVENDICATIONS1. Hydraulic damper (2), in particular for a motor vehicle suspension, comprising: - a cylindrical envelope (4) containing a fluid; a piston (6) slidably mounted in the cylindrical envelope (4) and comprising at least one orifice (12) for the fluid; - a rod (8) connected to the piston (6); end of stroke damping means of the sliding of the piston in the cylindrical envelope; characterized in that the damping means comprise - a rotary valve (14) in contact with the piston (6), adapted to modulate the passage section of the or at least one of the orifices (12) of the piston; and - means of rotation (10) of the valve (14) with respect to the piston (6) as a function of the sliding position of the piston (6) in the cylindrical envelope (4).
  2. 2. Hydraulic damper (2) according to claim 1, characterized in that the rod (8) is a hollow rod and the valve rotation means relative to the piston comprise an indexed rod (10) slidably mounted in the hollow rod ( 8) and extending outside the hollow rod (8), so as to be able to come into contact with a bottom wall (22) of the cylindrical casing (4), the indexed rod (10) being indexed in rotation with the hollow rod (8) and the valve (14).
  3. 3. Hydraulic damper (2) according to claim 2, characterized in that the indexed rod (10) is rotatably connected with the hollow rod (8) and comprises on its outer surface at least one helical groove (18) cooperating with the valve (14) for rotation of the valve according to the depression position of the indexed rod (10) in the hollow rod (8).
  4. 4. Hydraulic damper (2) according to claim 3, characterized in that the indexed rod (10) comprises a first portion (20) slidably housed in the hollow rod (8) and connected in rotation therewith and a second portion comprising the helical groove or grooves (18).
  5. 5. Hydraulic damper (2) according to one of claims 2 to 4, characterized in that the damping means comprise resilient return means adapted to bring out the indexed rod (10) of the hollow rod (8) when the hollow rod (8) and the piston (6) move away from the bottom wall (22) of the cylindrical shell (4).
  6. 6. Hydraulic damper (2) according to claim 5, characterized in that the elastic return means comprise a compression spring housed in the hollow rod and exerting a force on the indexed rod.
  7. 7. hydraulic damper (2) according to one of claims 1 to 6, characterized in that the valve (14) is a disc provided with at least one orifice (16) configured (s) to be able to modulate the section of passage of the or at least one of the orifices (12) of the piston (6).
  8. 8. hydraulic damper (2) according to one of claims 1 to 7, characterized in that the valve (14) is connected in translation to the piston (6), the valve being preferably housed in a generally circular cavity of the piston.
  9. 9. hydraulic damper (2) according to one of claims 1 to 8, characterized in that the valve (14) is disposed on the face of the piston (6) which is directed towards the damped end position.
  10. 10. A motor vehicle comprising a structure, wheels and suspension means between the wheels and the structure, the suspension means comprising at least one hydraulic damper, characterized in that the hydraulic damper (s) (2) comply with the one of claims 1 to 9.
FR1355194A 2013-06-06 2013-06-06 Damper with hydraulic damping at the end of the race Active FR3006730B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
FR1355194A FR3006730B1 (en) 2013-06-06 2013-06-06 Damper with hydraulic damping at the end of the race

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
FR1355194A FR3006730B1 (en) 2013-06-06 2013-06-06 Damper with hydraulic damping at the end of the race
CN201480032109.1A CN105264258A (en) 2013-06-06 2014-05-27 Shock absorber with end-of-stroke hydraulic damping
PCT/FR2014/051234 WO2014195608A1 (en) 2013-06-06 2014-05-27 Shock absorber with end-of-stroke hydraulic damping
EP14731311.8A EP3004683A1 (en) 2013-06-06 2014-05-27 Shock absorber with end-of-stroke hydraulic damping

Publications (2)

Publication Number Publication Date
FR3006730A1 true FR3006730A1 (en) 2014-12-12
FR3006730B1 FR3006730B1 (en) 2015-06-26

Family

ID=49212807

Family Applications (1)

Application Number Title Priority Date Filing Date
FR1355194A Active FR3006730B1 (en) 2013-06-06 2013-06-06 Damper with hydraulic damping at the end of the race

Country Status (4)

Country Link
EP (1) EP3004683A1 (en)
CN (1) CN105264258A (en)
FR (1) FR3006730B1 (en)
WO (1) WO2014195608A1 (en)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR3059748B1 (en) * 2016-12-07 2019-12-20 Peugeot Citroen Automobiles Sa SHOCK ABSORBER WITH DYNAMIC DAMPING
US20200240190A1 (en) * 2017-08-02 2020-07-30 Wolfgang Held Fluid damper for bodies that are movable relative to one another, comprising a piston that is movably guided in a cylinder.

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR959299A (en) * 1947-12-31 1950-03-28
FR2902850A1 (en) * 2006-06-21 2007-12-28 Soben Soc Par Actions Simplifi Hydraulic end-stop device for adjustable shock absorber of e.g. helicopter, has outer tube integrated with actuator arranged outside body, and including openings mapped with openings of inner tube so that fluid rapidly flows via openings
WO2013151461A1 (en) * 2012-04-03 2013-10-10 Gil Mkhanov Oleg Savdakhanovich Telescopic hydraulic shock absorber

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1484859A (en) * 1922-11-17 1924-02-26 Evender S Aker Shock absorber
US6457730B1 (en) * 2001-02-16 2002-10-01 Trw Inc. Anti-roll bar with link actuator for controlling torsional rigidity
MY134843A (en) * 2003-11-05 2007-12-31 Harn Marketing Sdn Bhd Fluid damper
KR20060021456A (en) * 2004-09-03 2006-03-08 현대모비스 주식회사 Single body suspension with spring and damper for vehicles
NL2004138C2 (en) * 2010-01-25 2011-07-26 Koni Bv Stiff damper.
DE102010013394B4 (en) * 2010-03-30 2011-12-22 Zf Friedrichshafen Ag Vibration damper with integrated level control

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR959299A (en) * 1947-12-31 1950-03-28
FR2902850A1 (en) * 2006-06-21 2007-12-28 Soben Soc Par Actions Simplifi Hydraulic end-stop device for adjustable shock absorber of e.g. helicopter, has outer tube integrated with actuator arranged outside body, and including openings mapped with openings of inner tube so that fluid rapidly flows via openings
WO2013151461A1 (en) * 2012-04-03 2013-10-10 Gil Mkhanov Oleg Savdakhanovich Telescopic hydraulic shock absorber

Also Published As

Publication number Publication date
CN105264258A (en) 2016-01-20
FR3006730B1 (en) 2015-06-26
EP3004683A1 (en) 2016-04-13
WO2014195608A1 (en) 2014-12-11

Similar Documents

Publication Publication Date Title
US20180355943A1 (en) Methods and apparatus for position sensitive suspension damping
CN107636344B (en) Hydraulic damper for vehicle suspension
KR101457660B1 (en) Damping force variable valve assembly and damping force variable shock absorber having the assembly
US20150145188A1 (en) Multi-Stage Telescopic Shock Absorber
US8672106B2 (en) Self-regulating suspension
US9593697B2 (en) Vibration damper with a hydraulic end stop
US7216747B2 (en) Amplitude controlled orifice valving
US7513490B2 (en) Shock absorber assembly
JP5260936B2 (en) Electromagnetic shock absorber for vehicles
US7124865B2 (en) Pressure regulating dampers
US20150330475A1 (en) Hydraulic damper with a hydraulic stop arrangement
KR101254287B1 (en) Valve structure having variable flow valve of a shock absorber
US4620619A (en) Variable-damping-force shock absorber
US6352145B1 (en) Stroke dependent damping
US5024301A (en) Hydraulic rebound stop assembly for a shock absorber
JP5793186B2 (en) Preloaded double spring assembly
US6651787B2 (en) Vibration damper
EP1151210B1 (en) Shock absorber
US7621382B2 (en) Shock absorber
DK1826455T3 (en) Power steering rod
CN1637313B (en) Damper
KR101254233B1 (en) Valve structure of a shock absorber
KR101825863B1 (en) Cylinder device
US7320388B2 (en) Stroke dependent damping
KR101806755B1 (en) Shock absorber

Legal Events

Date Code Title Description
PLFP Fee payment

Year of fee payment: 4

PLFP Fee payment

Year of fee payment: 5

CA Change of address

Effective date: 20180312

CD Change of name or company name

Owner name: PEUGEOT CITROEN AUTOMOBILES SA, FR

Effective date: 20180312